* Incorporates Department of the Army medical evacuation guidance contained in Headquarters, Department of the Army message 190135Z, dated November 2009, and use of Army aeromedical evacuation aircraft contained in Headquarters, Department of the Army message 292252Z, dated January 2009 (para 2-14).

* Establishes requests to use air ambulance aircraft for missions other than in support of the aeromedical or humanitarian relief missions be forwarded to Deputy Chief of Staff, G-3/5/7 (DAMO-AV) for approval (para 3-3n(4)).

* Consolidates orientation flight requirements and procedures into the special mission use section and separates the approval process for flyovers at memorial or funeral services (chap 3).

* Authorizes commanders in the grade of O-6 and above, including state Army aviation officers for Army National Guard, to approve Federal Aviation Administration employees engaged in flight checks or examining rated crew personnel using U.S. Army aircraft. Use of Army aircraft to exclusively obtain or renew an Federal Aviation Administration rating is prohibited (para 3-4f(8)).

* Establishes commanders in the grade of O-6 and above, including state aviation officers for Army National Guard, as the approval authority for Federal Aviation Administration personnel to conduct flight checks or examine rated Army personnel as outlined in DOD 4515.13-R (para 3-4).

* Clarifies individual waiver requirements for aircraft Aircrew Training Program requirements and completion of instrument evaluation within Aircrew Training Program year (para 4-2) and restrictions to aviation duties if an extension is granted (para 4-10).

* Clarifies Department of the Army civilian crewmembers minimum flying hours, task, and iteration requirements and task standards and descriptions will be in accordance with the applicable aircraft aircrew training manual (para 4-5d).

* Aligns operations with litter support systems removed with seats out operations for approval and requires operation of litter restraining straps according to aircraft technical publications (para 8-11).

The SA, or authorized representative, unless otherwise stated in this regulation will reserve all authority and final approval for Army aviation and will be responsible for Operational Support Airlift (OSA) management.

The Administrative Assistant to the
Secretary of the Army will provide policy guidance on the use of OSA
aircraft, including Service Secretary Controlled Aircraft assigned
to the U.S. Army Priority Airlift (USAPAT) Detachment.

Commander, U.S. Special Operations Command will serve as the proponent responsible for the development of training and operational requirements for special purpose insertion and extraction operations such as Fast Rope Insertion Extraction System (FRIES), Special Patrol Insertion Extraction System (SPIES), and Short Tactical Airborne Operations (STABO) with the U.S. Army Special Operations Command acting as the lead agent for these operations. Qualification and sustainment training will be in accordance with their publications for ground forces and aviation operations will be per specific aircraft aircrew training manuals (ATMs).

b.
Appendix D
is the applicable internal control evaluation checklist. Managers will use the checklist as daily guidance and will formally complete the checklist as scheduled by the HQDA functional proponents in the annually updated internal control plan. The checklist will be used following the guidance in
AR 11-2
. Specifically, it will


(5)
Personnel listed in paragraphs
2-1
a
(1)
through
2-1
a
(4)
of this regulation, who are not qualified or current to operate the aircraft to be flown when receiving training or performing limited cockpit duties per paragraph
2-4
of this regulation or pilot duties per paragraph
3-4
b
(2)
of this regulation must be directly supervised by an instructor pilot (IP), a standardization instructor pilot (SP), or instrument flight examiner (IE) who is qualified and current in the aircraft being flown and is at one set of flight controls.

Flying time starts when an airplane begins to move forward on the takeoff roll or when a helicopter lifts off the ground. Flying time ends when the aircraft has landed and the engines are stopped or the flying crew changes.

(5)
Results of investigations conducted per
AR 15-6
or
AR 600-105
, will be reported through channels to the Commander, USAASA, Fort Belvoir, VA 22060-5582. The report will include the findings of the investigation, the corrective action taken or proposed, any conclusions derived, the nature of disciplinary action taken (if any), and any other pertinent information. This report must reach USAASA within 60 days of the commander receiving notification of the alleged violation, unless


Commanders in the grade of O-5 and above will develop and publish policies and procedures for the mission approval process for those units under their command. When the chain of command lacks a commander in the grade of O-5, the ACOM, ASCC, DRU, or ARNG may adjust this requirement. Adjustment authorities granted throughout this paragraph will not be delegated below the general officer level. Approval authorities and procedures established for tactical and combat operations may differ from those utilized for garrison operations. Commanders will establish a training and certification program to ensure standardization and understanding of the mission approval and risk management process for personnel defined in paragraph
2-14
a
, of this regulation.

Army aircraft will be used for authorized purposes only. Army-owned, -operated, or -controlled aircraft will only be used to transport Army personnel, government property, other official government passengers, or other passengers and cargo as authorized by statute and DOD issuances, or Army Directives, regulations, or policies. Specifically, use of Army aircraft must comply with paragraphs
3-2
,
3-3
,
3-4
, or
3-5
of this chapter and must not otherwise be prohibited by
paragraph 3-6
of this regulation. In addition, air travel must be the most economical mode of transportation consistent with the accomplishment of the military mission, and the particular aircraft to be utilized must be the least costly one available that is capable of satisfying the transportation requirement. Travel by military aircraft that is mission essential, regardless of cost or availability of commercial service, will require complete documentation signed by the senior passenger. This authority cannot be delegated. The classes of missions Army aircraft may be authorized to perform are


Required use includes those missions with a designated required use traveler per
DODD 4500.56
and
Army Directive 2007-01
where the use of military aircraft is required due to continuous requirement for secure communications, security, or for responsive transportation to satisfy exceptional scheduling requirements. Within the DA, the SA and the CSA are required to use military aircraft travel (MILAIR) for all air travel when in a duty status.

Operational use includes those missions required to accomplish the Army's mission and to maintain the combat readiness of aviation and ground units. Operational use missions include, but are not limited to, the following:

(3)
Civilian personnel and those personnel not covered in paragraphs
3-3
n
(1)
and
3-3
n
(2)
of this regulation may be provided aeromedical transportation to the nearest medical facility where immediate treatment is available. This will be done only when there is an emergency involving immediate threat to life, limb, or sight, and when suitable commercial services (air taxi, charter air ambulance, or aeromedical evacuation configured commercial air) are not available, feasible, or are inadequate. Installation and/or senior mission commanders in coordination with aviation brigade or separate Army aeromedical evacuation unit commanders will develop written policies that establish specific procedures for notification, mission acceptance, and launch authority.

Unless specified, the commander of the ACOM, ASCC, DRU, or the DARNG owning the aircraft must approve of missions authorized in this paragraph. They may delegate approval authority as specified in the paragraphs below and no and lower than the first general officer in the chain of command if not clearly specified. Army aircraft may be used for the following purposes:

(6)
Aerial activities defined as all other aerial demonstrations not listed in paragraph
3-4
a
(1)
-(5) of this regulation designed to portray performance techniques by a single aircraft or group of aircraft or personnel. Such demonstrations include but are not limited to, air to air refueling, helicopter flight techniques, maximum performance takeoff, performance record demonstrations, mass parachute jumps, air delivery of equipment, assault aircraft demonstrations, tactical helicopter troop landings, air rescue demonstrations, and aircraft rappelling, fast rope, or STABO demonstrations.

(1)
Travel per
Army Directive 2007-01
to events such as memorial services, retirements, graduations, public ceremonies, field demonstrations, patient visitation, or parades for military personnel who are participating or representing the Army or DOD in an official capacity only. Military air transportation requests will not be approved for the sole purpose of attending such activities in a personal capacity.

Administrative travel, also called "other official travel," includes travel to give speeches; attend conferences, meetings or training courses; make routine site visits; and other similar uses. Justification for the use of FW MILAIR for administrative travel usually requires showing that MILAIR is essential versus commercial air. Justification for the use of RW aircraft for administrative travel usually involves showing that MILAIR is essential versus ground transportation, unless commercial air transportation is also available between the general departure and destination locations. All travel will comply with
Army Directive 2007-01
.

The OSA missions are movement of high-priority passengers and cargo with time, place, or mission-sensitive requirements.
DODI 4500.43
provides OSA policy guidance, definitions, procedures, and responsibilities.
DOD 4515.13-R
provides transportation eligibility policy and procedures for military aircraft, and
Army Directive 2007-01
provides Secretary of the Army policy for travel by DA officials.

(2)
Team or group travel request (as defined in
DOD 4515.13-R
) for 15 or more individuals for Army OSA flights will be submitted not later than 30 days prior to departure date. This does not include requests for special air mission support. A team consisting of 14 or less individuals traveling as a group, or part of a group, may be submitted not later than four duty days in advance of the date of desired travel or as soon as the requirement is identified.

DA Form 2696
will be used to notify commanders and safety councils of anything affecting the safety of Army aircraft or related personnel and equipment. The commander will have reported hazards investigated immediately and will correct unsafe conditions (see
AR 385-10
for instructions on completing DA Form 2696).

The policy for handling requests from the Services for authority to establish performance records by military aircraft is prescribed in
DODI 5410.19
and
AR 360-1
. It authorizes periodic official demonstrations of military aircraft for the purpose of establishing new performance such as speed and endurance records.

c.
Requests in paragraph
3-22
b
of this regulation will be accompanied with a description of the specific aircraft, full justification of the purpose of the record attempt, flight plans, and information supporting the attempt.

Aircraft operator's manuals and checklists are the primary references governing the operation of a specific aircraft. Aircrew training manuals, field manuals, technical manuals, and training circulars will be used as required. When differences exist between other publications and this regulation, this regulation has precedence. DA Forms 2028 (Recommended Changes to Publications and Blank Forms), recommending changes to these publications, will be submitted through the aviation unit commander to the proponent of the manuals.

Training in emergency procedures will be conducted per ATMs. Training will be in dual controlled aircraft. A qualified IP or SP who is current in that mission, type, design, and series will be at one set of the controls.

Aircraft with similar operating and handling characteristics will be determined by the applicable aircraft ATM. Currency requirements in any one series aircraft will satisfy the currency requirement for all aircraft with similar operating and handling characteristics (series/group) as determined in the applicable ATM. Separate currency is required for all other aircraft.

Unit commanders must establish, in writing, formal flight crew qualification and selection programs. Programs will contain qualification and selection criteria and evaluation requirements. Instructor pilots and safety officers will aid commanders in the selection process. Flight crewmembers will be designated, in writing, by the commander, specifying the duties and flight crew stations that they are authorized to occupy per TC 3-04.11.

When two or more aircraft are operating as one flight, the unit commander will designate one of the rated crewmembers of the flight as an air mission commander to be in command of all aircraft in the flight. The designation of air mission commander is an assignment of command responsibility and is not an aircrew duty assignment. Air mission commanders will be chosen based upon recent aviation experience, maturity, judgment, their abilities for mission situational awareness, the understanding of the commander's intent, and not necessarily upon rank or grade. Air mission commanders will participate in the mission approval process along with each PC of each aircraft and may receive the final mission approval for all crews in the flight.

d.
Two aviators that meet the requirements of paragraph
4-9
b
of this regulation and current in the aircraft category being flown, are required for flights in forecast IMC. Flight trainees meet this requirement when undergoing instrument training and an IP or IE is at one set of controls. Officers performing limited cockpit duty per paragraph
2-4
of this regulation do not meet this requirement unless they have undergone an instrument flight evaluation per paragraph
4-9
b
of this regulation in the aircraft category being flown within the previous ATP year or are undergoing instrument training.

The unit commander may appoint UTs to conduct specialized training to assist in unit training programs. Rated UTs are prohibited from conducting emergency procedures training in aircraft. UTs are also prohibited from evaluating ATM individual, crew, and maintenance tasks. Commanders may authorize rated UTs to conduct duties from any crew station. They may also authorize UTs to validate successful completion of required training; for example, border and corridor qualifications, local area orientation, and other locally directed requirements. When performing UT duties, the UT must be qualified per the appropriate ATM and current in the aircraft being flown.

The experimental test pilots are graduates of the U.S. Naval Test Pilot School or other accredited test pilot schools and are designated by the commander to perform experimental and engineering flight tests.

The FI is a NCM that trains and evaluates NCMs in their designated aircraft system or aircraft mission per the appropriate ATM. To become qualified as an FI, the crewmember must be qualified in accordance with paragraphs
4-30
through
4-32
of this regulation, and complete one of the following:

The SI is an NCM that trains and evaluates any NCMs, FIs, and SIs. They also assist the unit SP with supervision and maintenance of the unit aircrew training program. To be designated by the commander as an SI, the FI must


Installations or theaters with more than one combat aviation brigade will designate a commander as the committee chairman and staff the committee equitably from across the brigades. When an installation or theater has one combat aviation brigade, this requirement can be met by that unit.

(7)
Weather briefing
. Local commanders will establish policies specifying when
DD Form 175-1
(Flight Weather Briefing) is required to be filed with
DD Form 175
(Military Flight Plan) or
DD Form 1801
(DOD International Flight Plan). When a DD Form 175-1 is required, the form will be filled out in its entirety. Weather information will be obtained from a U.S. military weather facility. If U.S. military weather service support is not available, consult DOD and/or U.S. Government FLIP for guidance. Request for exceptions should be submitted through command channels to the Commander, USAASA. For all IFR flights and/or VFR cross country flights, the weather forecast will be void one hour and 30 minutes from the time the forecast is received provided the aircraft has not departed. Weather forecast may be extended after coordination with a weather facility. The crew should update weather briefing information on stopover flights.

Required for all jets if
operations based on dual flight directors and for all aircraft using split
axis coupling.

Single flight director with
dual displays

Single axis authorized if
basic glide slope information is displayed on same instrument.

Above and single automatic
approach coupler

Then split axis authorized.

OR

Two independent flight director systems with Instrument Failure
Warning
1
system and the following additional
equipment:

A radar altimeter or inner
marker and an attitude gyros with calibrated pitch markings or Flight
director pitch command or Computer pitch command

More modern equipment
displaying the same information authorized.

Aviator Evaluation Requirements
2 and
3

To be considered current for Cat II approaches, crewmembers at the
controls will be evaluated by a qualified and current Cat II instrument
flight examiner on their ability to perform the maneuvers listed below at
least annually for the specific aircraft being flown.

Low Approach System

Maneuvers

1. Dual flight director

Two ILS approaches to 100
feet; from one a landing will be accomplished and one to a missed approach.

2. Flight director and
approach coupler

Two ILS approaches to 100 feet;
one using flight director and one using auto, coupling from one a landing
will be accomplished and from the
other a missed approach.

Emergency recovery procedures will be developed as a contingency plan for Inadvertent Instrument Meteorological Conditions (IIMC). Recovery procedures will be developed using approved DOD and/or U.S. Government instrument approaches in the area of operations and should be coordinated with the servicing ATC. In locations without an approved DOD and/or U.S. Government approach or commercially developed approach, an emergency GPS recovery procedure will be developed per the ATM. If used as part of an emergency recovery procedure, non-DOD and/or U.S. Government instrument approaches will be submitted for terminal instrument procedures review and approval through HQ, USAASA or U.S. Army Aeronautical Services Detachment-Europe. Pending approval, these approaches will only be used in VMC or during an actual emergency. The first O-6 in the chain of command with mission risk approval authority must approve the emergency recovery procedure containing a nonapproved instrument approach. This authority will not be further delegated. The risk associated with the recovery procedure will be mitigated through the mission approval process and further defined in unit standard operating procedures. Once DOD approved instrument approach procedures are available, other approach procedures are no longer valid and will only be used in VMC. Planned use of non-DOD and/or U.S. Government instrument procedures for flight in IMC requires approval per
paragraph 5-5
of this regulation. Manual entry of waypoint data is permissible when using emergency GPS procedures. Flight in IIMC which violates FAA, host country, or ICAO regulations will be considered deviations per
paragraph 1-6
of this regulation and will be treated per
paragraph 2-13
of this regulation.

The CSA or VCSA are the high-risk acceptance authorities for all fielded systems within the Army and can accept the risk associated with a materiel defect that causes the Armywide grounding or deadlining (not mission capable) of an entire mission design series equipment fleet or a majority of a fleet. This also applies to a portion of a fleet that if grounded or not mission capable will have negative impacts on mission requirements as determined prior to message release by the DCS, G-3/5/7 or their designated representative.

Damage and loss data is used by Army and Joint agencies for development and procurement decisions. The Survivability/Vulnerability Information Analysis Center maintains this data for DOD. This section standardizes the collection of combat damage data for manned and unmanned Army Aviation platforms.

(6)
DD Form 365-4
. Sufficient completed DD Forms 365-4 will be in the file, enabling the pilot to determine proper aircraft loading for any normal anticipated unit mission and verify that the weight and center-of-gravity will remain within allowable limits for the entire flight.

When aircraft equipment that is part of aircraft basic weight is added to, removed from, or relocated within the aircraft because of maintenance or specific mission requirements, flight in this changed configuration will not be accomplished unless the weight and balance change is documented by one of the following methods:

Safety equipment (for example, first aid kits, fire extinguishers, breakout knives, and fire axes) will be installed in Army aircraft per requirements of the appropriate operator manual. Medical supplies will be updated, deleted, and extended according to
SB 8-75
.

Commanders having operational control of Army aircraft will provide personnel to perform required maintenance on ALSE. Commanders using personnel in a part-time capacity must adjust the number required to ensure that all required inspections and maintenance on ALSE is performed.

AMCOM will retain responsibility and designate a central point of contact for logistical support guidance, SOF matters, and technical guidance, including configuration control and equipment improvement report. AMCOM has fiscal and operational responsibility for aircraft obtained through the confiscated or excessed aircraft program from transfer from the courts and General Services Administration until delivery to the gaining unit. They will publish operating and maintenance guidance for these aircraft. The requirement for ACOM, ASCC, DRU, or the ARNG to furnish delivery crews does not apply to the initial delivery of confiscated or excessed aircraft.

Nonstandard aircraft training and standardization requests for waivers will be forwarded through the appropriate ACOM, ASCC, DRU, or the ARNG to DCS, G-3/5/7 (DAMO-AV), for approval on paragraphs
9-5
through
9-9
of this regulation.

The ACOM, ASCC, DRU, or the ARNG aviation standardization committee will develop nonstandard aircraft training in accordance with
AR 350-1
. The POI and FTG will be approved by USAACE before they can be used. Organizations will submit POIs and FTGs through the ACOM, ASCC, DRU, or the ARNG to USAACE (ATZQ-TD (DOTD)), Fort Rucker, AL 36362-5211 (email:
usarmy.rucker.avncoe.mbx.atzq-td@mail.mil
).

When IPs or SPs are not available to administer flight evaluations in nonstandard aircraft, the installation or area aviation standardization committee will request support. The ACOM, ASCC, DRU, or the ARNG aviation standardization committee, other installation area committees, or the Commander, USAACE, may provide support. If support cannot be provided, the area commander, whose installation aviation standardization committee has jurisdiction, may authorize the flight evaluation to be made in an aircraft of similar design, operation, and flight characteristics. The commander may request a waiver of the evaluation requirements.

The Army FHP defines the resource requirements to operate standard aircraft in combat, combat support, and support aviation units in the ARNG, USAR, and ACs. The Army FHP Manager, DCS, G-3/5/7 (DAMO-TRC), Collective Training Division is the action officer for the Army FHP.

The DCS, G-3/5/7 (DAMO-TRC) uses flying hour requirements provided by the Training Resource Model to build the program in the Flying Hour Management System. Cost rate data provided by the Office of the Deputy Assistant Secretary of the Army (Cost and Economics) are used to calculate the FHP costs.

FAA Form 7233-1.
Flight Plan

FAA Form 8020-11.
Incident Report

Use of RAW is required during the mission approval process and is used by the commander to identify elements of a mission that could or should be mitigated or must be elevated to the next higher level of command for their visibility and acceptance. Commanders will develop RAWs that meet their specific unit's requirements using the guidelines below and in
FM 5-19
. Risk Assessment Worksheets do not internalize the entire risk management process but provide a systematic and tangible representation of the risk. However, do not allow the tools to become the overriding concern of the risk management process.

No matrix can include all of the hazards of every mission, nor does a single matrix apply to all units. Army aviation strives for standardization, but risk assessment is unique to every command and every mission set.

Initialing, signing, or documenting oral approval on the
DA Form 5484
and/or RAW are all acceptable methods of recording approval of the appropriate authority in the mission approval process. Additionally, during bonafide absences of the battalion or higher commander, this commander may authorize their field grade executive officer, S-3, or air ambulance company commander (O-4) to provide final mission approval as long as they meet the training requirements of paragraph
2-14
of this regulation and notify the commander as soon as possible.

The briefer is responsible for ensuring that all key mission elements noted on the mission schedule/brief have been briefed per
paragraph 2-14
of this regulation, and documenting completion of the briefing on the mission schedule/ brief. Mission briefings may be in the form of an air mission commander's brief, a detailed operations order, or locally developed briefing formats, as long as all the minimum mandatory items are covered. The mission brief may be accomplished by telephonic or other means, provided all key elements are addressed and recorded by both parties to the brief front side.

Supporting and supported unit commanders will coordinate and designate command relationships to execute mission briefings when aircrews are separated from their parent unit. Note: Mandatory for all flights.

The purpose of this checklist is to assist assessable unit managers and internal control administrators in evaluating the key internal controls outlined below. It is not intended to cover all controls.

Answers must be based on the actual testing of key internal controls (for example, document analysis, direct observation, sampling, simulation, other). Answers that indicate deficiencies must be explained and corrective action indicated in supporting documentation. These key internal controls must be evaluated at least once every five years. Certification that this evaluation has been conducted must be accomplished on
DA Form 11-2
(Internal Control Evaluation Certification Statement).